Internal-combustion engine



April 22, 1930. A4 jA MEYER 1,755,998

INTERNAL COMBUSTTON ENGINE F'ledan 3, 1928 2 Sheets-Sheec l 2 SheeLs-Sheet 2 INIA v[;NT0R.

,-1 TTORNEY.

Apri 22, 1930. A, .1. MEYER INTERNAL CQMBUSTION ENGINE Filed Jan. 3, 1928 Patented Apr. la2, 1930 UNITED STATES. PATENT .ol-Fica ANDRE .INMEYER or DETROITQMICIIIGAN, AssIGNoIt 'ro CONTINENTAL MOTORS CORPORATION, lon DETROIT, MICHIGAN, A cORronA'rIoN OF VIRGINIA INTERNAL-COMBUSTION ENGINE Application med Janary s, 192s. sevr'iai No. 244,062.

This invention relates to internal combus struction o f one of thel sleeve ports and cotion engines and refers more particularly to the single sleeve valve type of engine commonly known as the Burt-McCollum generally illustrated for example in the patent to" Burt No. 1,310,646. In this type of' engine a single sleeve Valve has a combined reciprocating and oscillating. movement with respect to the cylinder axis, the sleeve valve and cylinder havingcooperating intake and exhaust ports, a point on the sleeve tracing a closed curve path with respect to the cylinder wall.

My invention refers particularly to the port-sof the sleeve and cyLinder, one object being to provide a construction aording a more eiicient port operation.' A. further feature of my invention resides in a sleeve valve port and cylinder port cooperating therewith, said ports providing an increased ppen- Ing generally improved performance is obtained.

y port constructionis especially advanl .v tageous in connection withthe sleevel and cyland the exhaust gases being very eliciently introduced and exhausted respectively.

Further features of my invention reside in the novel 'combination of parts and/ struce p tural details hereinafter described and claimed'. y

In the' accompanying drawings, Fig. 1 is 'a detail sectional view through atypicgalcylinder of the engine, y

Fig. 2 isa detail view illustrating the cony' struction of one of the sleeve ports and co 45 operating cylinder portsf Fig. 3 is a development of the sleeve vand cylinder showing the ports thereof and illustrating a slightly'modied form of my invention,

Fig. 4 is a detail'view illustrating the confor a given valve travel and tim ing whereby greater engine efficiency and4 may approach each other or diverge to a operating cylinder port of the type shown 1n Fig. 3, i

Fig. 5 is a view corresponding to Figs. 2 and 4 illustrating a still 'further modification 55 of my invention, and

Fig. 6 is a diagram showing port opening area against crankshaft angle for the different embodiments of my invention.

Referring to the drawings, reference character A represents the engine usually Iof the ymulti-cylinder type, one of the cylinders 10 'having intake and exhaust ports 16 and 10a respectively, the cylinder being closed by the usual cylinder'head 11 having a water jacket 65 portion 12 depending within the cylinder and spacedtherefrom to provide a sleeve pocket 13 accommodating the' movement of the single sleeve v'alve 14. The piston 15 is cus tomarily located generally as illustrated, within the sleeve valve. y

Referring to Fig. 2 I hav`e illustrated my improved port construction, one of the sleeve valve intake and cylinder'pocrts being shown. The cylinder intake port is indicated by the full line 16 andthe associated sleeve intake port by the full line 17. As is well known in the art for this general type of sleeve valve, the .sleeve is driven in various ways by some means moving generally in a circular path`18 depending on the desired sleeve travel. Because of the oscillatingfi component of the sleevevalve, theV movement actuallyv imparted to the sleeve is more generally elliptical as at 19, any point on the fsleeve moving in such a closed curve-path with respect to the associated cylinder. De-

pending o n the particular driving mecha.

nism employed the ellipse 19 and circle 18 greater or lesser extent, and I do not limit my invention tfo any particular figure either symmetrical or non-symmetrical traced on 'the cylinder by a point on the sleeve/except that any point on the'sleeve under the i`nllu- 95 ence of the combined "reciprocating and oscillating movement will always trace a closed curve .path with respect to the cylinder which path according tothe present practice is most frequently elliptical, In the illustration in .100

Fig.- 2 the sleeve has a vertical travel from 20 to 21 and a lateral or /oscillatbry travel from 22 to 23. Assuming that it is desired to obtain intake closing 42 beyond bottoml 5- dead center df /the eng-ine crank, the angle 24 would be 21, it'being usual 'in a four stroke cycle engine to operate the sleeve valve at half engine crankshaft speed. For a two stroke cycle engine the sleeve valve driveshaft and crankshaft wouldv operate at equal shown by the dotted line 28 for the sleeve intake por't and 29 for the associated cylinder intake port, my port construction deviating therefrom by inclining the bottom edge 30 ofthe sleeve port and the cooperating top edge 31 of the cylinder port. The edge 31 is tangent to the are 27*L which determines the lowerlimit of this edge, i. e., the lower limit of the closing edge of the cylinder intake port is-determinedby the desired angle or time of intake closing, The dot and dash figures 30, :30"{305 and 30d illustrate successive positions o the sleeve port 1-7 any point ofwhich `moves in .apath similar to 19. The. position 30c is substantially the position at thetime of cylinder mixture explosion or maximum cylinder pressure and the upper limit of the edge 31, determining the inclination of this edge, is based on the minimum sealing requiredv under theparticular circumstances of the engine. -At this eriod ofthe engine cycle the sleeve port 17) is located above the cylinder port 16 within the' sleeve pocket 13 and it is apparent that a certain amount of seal must be provided at this time to prevent escape of the ex anding gases through the sleeve and cylin er ports. Whera sealing ring 32 is employed in the cylinder head it is ordinarilyI suihcient to allow asealing space between port 16 and port position 30 subst antially equal to the distance from the botsary 'to use suc cylinder pressure conditions.

tom of the`cylinder head 12 to the top of the sealing rin 32. It is not entirely necesa sealing ring as it is found in many instances that ample seal may be obtained by the engagementof the sleeve valve with the cylinder, and cylinder head walls. In either event theupper limit ofthe cylinder port edge 31 is determined preferably by the minimumamount Vof 'sealing required when the associated sleeve port 17 is in the position 30 corresponding substantially to maximum The radius 27 is employed at. allA corners of theI cylinder and sleeve ports facilitating quantity manufacture of these ports, it being understood I that sharp corners may be employed if desired, especially where the ports are punched. I havel discovered that byproviding ports according to -my invention, considerably greater intake and exhaust opening isobtained. This may be illustrated by Fig. 6 where the area' of port opening is plotted against the crankshaft angle. In this Fig.-

33 represents a typical curve for the conventional ports l28, 29, while 34 represents a typical curve for the ports 16, 17 embodying my invention. The dierences in these curves is the accumulated gain in port opening for the same valve travel. In order to more clearly illustrate the gain in port opening I have illustrated the sleeveL port position30a 'comparedwivththesame position of the conventi'onal sleeve port 28, the shadedv designated areas representing the gain and loss at this position. It is readily apparent that the area designated gain is greater thanl that designated loss affording. a net gain. The accumulated net gain over the whole intake period is illustratedby the difference between the curves 34 and 33 of Fig. 6.

In the sleeve portposition 30d'the cylinder pressureY has greatly fallen off, exhaust ordinarily taking place, so that the amount of seal between the sleeve and cylinder intake ports indicated at 35 may be considerably less than `with the .sleeve port in the position of firing.

'^ inbefore, areinclined'with respect ito a plane perpendicular to the cylinder or sleeve axis.

It will be understood thatC where manu- In the embodiment illustratedl in Fig. 2

facturing or other conditions permit or make desirable a sleeve and cylinder port embodying my invention but eliminating or reducmg the rounded cornersfof radius 27 then the point 26 becomes or approaches the lower Y limit 'ofthe closing edges of the sleeve and cylinder ports so as to aiord the proper valve closing.

For the purpose `of illustrating my invention I have shown in Fig'. 2 atypical sleeve and cylinder intake Port, the exhaust ports being preferably o similar construction, with the lexception that the inclined edges become exhaust opening edges as will be apparent from Fig. 3.

Referring to Figs. 3 and 4 I have illustrated' a modified embodiment of my invention differing only'from Fig. 2 in the o otthe sleeve and cylinderinta e ports and the closing edges of the sleeveand cylinder exhaust orts. These edges are of the sinuous ening edges patent referred to hereinbefore, 'the edges of the sleeve and'cylinder intake ports being shown in Fig.- 4 atr 39 and40 respectively.

In this figure/the sleeve intake port 41 is at the opening position with respect to the cylinder intake port 42. The successive sleeve 'port positions, correspondin to those described in connection with ig. 2 are 'indicated at 41a, 41h, 41, and 41d. The remainder of the port construction'corresponds -with Fig.- 2 and the shaded areas indicated by gain and loss illustrate a net gain for atypical sleeve port position 41l1 with respect /to a conventional port 28a. In Fig. 4 the net gain derived by my invention `in combina,- tion with the sinuous edges 39, 40 is vindicated in Fig. 6 by the dilferencebetween curves 43 and 33, the port shown in Fig. 4 giving great.

ments of my inventions, such as illustrated in Fig. 2and Fig.l 5, will have a development substantially corresponding to Fig. 3. In Fig. 3 the cylinder ports are shaded, the intake ports being indicated by Int, and theeXhaust ports by Exh. If desiredl a double purpose port 43a may-be incorporated, serving both as a sleeve intake and exhaust'port, the intake closing edge 44 and exhaust opening edge 30 converging; f

While ports having a sinuous edge are disclosed in the Burt patent aforesaid, and while the advantages thereof are well known, my invention provides lstill further advantages due to the increased length'of the sinuous 4 l edges 39, 40, the top points of these edges lying above the conventional edge 29 as will be apparent from Fig. 4.

Referring now to Fig. 5 I have'illustrated a still further port construction in a modified L form but embodying my invention. In this form the sleeve and cylinder intake opening edges may be of the form illustrated in either Fig. 2 oruFig. 4, the latter type being shown. Positions of the sleeve intake port 45 with respect to the cylinder intake port 46 are respectively shown at 45?, 45", 45c and 45d,

generally corresponding with Figs. 2 and 4,

and for convenience of illustration and comparison all of the embodiments are illustrated as having the same assumed valve travel and ally offset horizontal edge portions 49, 50,

connected by a enerally longitudinally or vertically exten ingline 51. I have 'dis- (than the port shown in' covered that such a construction affords a still/greater intake opening area for a given Valve travel and timing, the curve 52 of Fig. 6 illustrating the opening area in comparison with curves 33, 34 and 43.

Each of the illustrated embodiments of m invention shows a sleeve and cooperating cy inder intake port whose cooperating closing edges deviate from a straight line which may be conveniently referred to as lateral, horizontal, or parallel with a plane perpendicular to the sleeve or cylinder axis. In each instance the closingedges have one end lower vertically than the other, the lower end being determined by the desired timing conditions for intake closing and the upper end being determined by the conditions4 of sealing required between the cooperating sleeve and cylinder ports'when substantially maximum pressurelconditions exist in the engine cylinder. The upper and lower ends of these cooperating( closing edges are connected by a line or edgewhich may deviate if desired ,from that illustrated at 30, 3l in Figs. 2 and 4, or at 49, 50 in Fig. 5'. L

Throughout the specification and claims -such terms as vertical, longitudinal, height,

horizontal, etc., refer for convenience to an assumed vertical position of a typical engine cylinder and sleeve valve axis.

What I claim as my invention is.:

1. An internal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the .cylinder and having a combined reciprocating and oscillating movement with respect to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperatin with the respective cylinder ports, said cylin er intake port having a closing edge the ends of which are spaced longitudinally with respect to the cylinder axis. C

2. An in'ternal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the cylinderand having a combined reciprocating and oscillating movement with respect to thesleeve and cylinder axes, said sleeve having .intake and exhaust ports cooperating with the respective cylinder ports, said cylinder intake port having a closing edge the ends of which are spaced longitudinally with rcspect to the cylinder axis, the cooperating in-l take port of the sleeve having a closing edge the ends of which are spaced longitudinally with respect to the sleeve axis.

, 3. An internallcombustiond engine compris-` ing a cylinder. having intake and exhaust ports, a piston reciprocating within the cylin- 1 der, a single'sleeve valve coaxial ,with the cylinder and having a combinedreciprocating and oscillating movement with respect to the sleeve and cylinder axes, 'said slepve having l intake and exhaust ports cooperating with the respective cylinder ports, said cylinder intake port having a closing edge the ends of which are spacedlongitudinally with res ect to the cylinder axis, the cooperating inta e port A,of the sleeve having a closing edge the ends of which are spaced longitudinally with respect too the sleeve axis, the spacing of the respective ends of the sleeve and cylinder intake port closing\dges being substantially'equal.

4. An 'internal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the cylinder and having a combined reciprocating and oscillating movement with respect to the p y sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said sleeve intakeporthaving a closing edge the ends of which are spaced longitudinally with respect to the sleeve axis.

5, An internal combustion engine comprising `a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the cylc inder and v,having a combined reciprocating ports, a piston reciprocating with'inthe cylv inder, al single sleevevalve coaxial with the cylinder and havinga combined reciprocatlng and oscillating movement with respect to .the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylin- .der intake port having'a closing edge one endv of which is lower than the other with respect to the cylinder axis, the lower end ofsaidcyltioned to provide minimum necessary seal between the cylinder and sleeve intake ports when the sleeve intake port is in a position of l the sleeve cycle corresponding substantially to maximum pressure conditions inthe cylinder. i

8. An internal -combiistion engine compris-L ing a cylinder having intake and exhaust orts, a piston reciprocating within the cyliner, a single sleeve valve coaxial with the cylinder and having a combined reciprocating and oscillating movement with respect to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylinderl intake port'havin'g a closing edge one end Vof which is lower than theother with respect to the cylinder axis, the lower end o f said cylinder intake port closing edge being positioned for intake'closing at a predetermined period in the/sleeve cycle, the location of the upper end of said cylinder intake port closing edge being based on sealing requirements for the engine cylinder.

9. An internal combustion engine compris'- Y.fing a cylinder havingn intake and exhaust ports, -a piston reciprocating within the "cylinder, la single sleeve valve coaxial with the cylinder and 4having a combined reciprocating and oscillatin movement with respect to the sleeve and cylinder axes, said sleeve hav-' ing intake and exhaust ports cooperating with the respectivecylinder ports,'said cylin- 'der exhaust port having an` opening edge the A ends of which are spaced longitudinally with respect to the cylin er axis.

prising a. cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single lsleeve valver coaxial with the cylinder and having a combinedv reciprocat- -ing and oscillating movement with respect to the sleeve and cylinder axes, said sleeve haying4 intake and exhaust ports cooperating .withthe respective cylinder ports, said cylininder intake port closing edgefbeing posi-l tioned for intake closing at a predetermined period in the sleeve cycle.

7 An internal combustion engine comprisder exhaust port having an opening edge the ends of which are spaced longitudinally with 10. An internal combustionengine comrespect to the cylinder axes, thecooperatingexhaust port of the. sleeve having an open-- ing` edge the ends ofwhich are spaced longing a cylinder having Vintake and exhaust (tudiiially with respect to the sleeve axis.

11. An internal combustion engine comports, apiston reciprocating within the cylin der, a single sleevevalve coaxial with the" cylinder and having a combinedreciprocating and oscillating movement with respect-to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with 'the respective cylinder ports, said cylinder intake port having a closing. edge one end of which is lower than the other ,with respect to the cylinder axis, the lower end of said cylin- .der intake port closing edge being positioned for Iintake closing at a predetermined period in the Vsleeve cycle, the upper end of said cylinderiiitake port closing edge being posiprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinthe sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylinder exhaust port having an opening edge the ends of which are spaced longitudinally with respect to the'fcylinder axes, the cooperating ,exhaust port of the' fsleeve having an=open `ing edge the 'ends which are spaced longitudinally with respect to the sleeve axis, the spacin of the respective ends af the sleeve and cy inder exhaust port opening edges being substantially equal.

12. An internal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial Ywith the cylinder and having a combined reciprocating and oscillating movement with respect to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperatin with the respective cylinder ports, said cy inder and'sleeve intake ports having cooperating closing edges the ends ofV which are spaced longitudinally ofthe cylinder and sleeve axes respectively.

13. An internal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the cylinder` and having a combined reciprocating and oscillating movement with respect to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylin- 1 der intake port having a closing edge extending at an angle to a plane perpendicular with the cylinder axis.

14. An internal combustion engine comports, a piston reciprocating. within the cylinder, a singlevsleeve valve coaxial with the cylinder and having a combined reciprocate ing and oscillating movementwith respect to the sleeve and cylinder axes, said sleeve havin intake and exhaust ports cooperating with the respective cylinder/ports, said sleeve intake port hanging a\clsing edge extending at an angle to a plane perpendicular with the sleeve axis.

15. An internal combustion engine comprising a cylinder having intake and exhaust orts, a piston reciprocatmg'within the cyliner, a single sleeve valve coaxial with the cylv inde'rand having,

a combined reciprocating and oscillatin sleeve and cy inder axes, said sleeve having intake and .exhaust .ports cooperating `with rtl having opening and closing edges the respective cylinder ports, said L"cylinder intake port hvin a closing edge the ends of which are space longitudinally with respect to the c linder axis, the cooperating intake port o the sleeve having a closing ed e the ends of which .are spaced longitudina ly with lrespect to the sleeve axis, the cooperating opening edges of the cylinder and sleeve intake ports being sinuous.

17. An internal combustion engine comprising a cylinder having intake and exhaust ports, a piston reciprocating within the cylinder, a single sleeve valve coaxial with the cylinder and having a combined reciprocating and oscillating movement with respect to the lsleeve and cylinder axes, saidsleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylinder intake port having a closing edge extend- .ing atl an angle to a plane perpendicular with the cylinder axis, said sleeve intake port having a closing edge extending at an angle to a plane perpendicular with the sleeve axis, said cylinder and sleeve intake ports having cooperating sinuous opening edges.

18. An internal combustion engine comprising a cylinder. having intake and exhaust ports, apiston reciprocating within the cylinder,.a single sleeve va'lve c oaxial with the cylinder and having a combined reciprocatder, a single sleeve valve coaxial with the cylinder and having a combined reciprocating y -and oscillating movement with respect to the sleeve and cylinder axes, said sleeve having intake and exhaust ports cooperating with the respective cylinder ports, said cylinder intake port having a closing edge formed of connected longitudinally spaced and laterally offset substantially horizontal edge portions, said sleeve intake port having a closing edge formed of connected longitudinally spaced and laterally oset substantially horizontal edge portions? In witness whereof, I hereunto subscribe my'name "1927.

ANDRE J. MEYER.

m vement with respect to the i prising a Cylinder having intake and exhaust? ing and oscillating movement with respect lthis 29thf'day of December, A. D. K 

